Aircraft fuel inerting system for an airport

ABSTRACT

A multicomponent, ground based system for reducing the hazard of explosion of aircraft fuel in the on board tanks of aircraft. The system is adapted to provide a supply of scrubbed fuel having a low concentration of dissolved oxygen. The scrubbed fuel can be supplied from bulk storage tanks to dispensing stations nearby the aircraft loading and boarding positions at an airport. The system also includes equipment adapted to wash the ullage of the aircraft fuel tanks to remove excess oxygen above the fuel in the tanks. The system further includes a gas cleaning unit to strip excessive amounts of volatile organic compounds from gas exhausted during operation of the system thereby producing environmentally benign atmospheric emissions. The system also includes redundant sources of inert gas so that the system can continue to operate in the contingency that one of the inert gas sources temporarily ceases to operate.

FIELD OF THE INVENTION

[0001] This invention relates to making the head space of aircraft fueltanks inert to combustion and more specifically to a system and aprocess utilizing inert gas to reduce the oxygen content of the headspace and the aircraft fuel in the tanks.

BACKGROUND OF THE INVENTION

[0002] Recently a number of aircraft explosions have occurred whichresulted in loss of life, injury to persons and extensive destruction ofproperty. Cause for many of these explosions is attributed to thedetonation and catastrophic combustion of fuel in the fuel tanks of theaircraft. The commercial aircraft industry, authorities that regulatethe industry and users of commercial aircraft are concerned about safetyfrom fuel tank explosions. There is a great need for technologicaladvances to reducing the risk of this hazard.

[0003] In operation, aircraft fuel tanks contain a liquid inventory ofaircraft fuel and a vapor composition in the space within the tank notoccupied by the liquid fuel. This space is often referred to as the“ullage” or “the head space” of the tank. Oxygen mixed with fuel vaporis usually present in the head space. One likely cause of fuel tankexplosions is the simultaneous combination of an explosively combustiblemixture of oxygen and fuel vapor in the head space and a source ofignition. Such ignition sources are due to accidental fire, sparking dueto faulty or degraded electrical system components, static electricitydischarge, or energy suddenly released on impact by collision with anobject, for example. If the oxygen-fuel vapor explodes, it is likely todestroy the integrity of the tank and thereby release more fuel toexacerbate the disaster.

[0004] One way to negate the possibility of an explosively combustibleoxygen-fuel vapor mixture forming in an aircraft fuel tank is to preventthe concentration of oxygen in the head space from exceeding the minimumlimits for flammability.

[0005] Oxygen can enter the head space in gaseous form when fuel isconsumed by the aircraft engines. That is, as the fuel is consumed, thelevel of liquid fuel in the tank is lowered, which draws in ambient aircontaining about 21 vol. % oxygen from outside the tank to fill the voidcreated by the vacated fuel.

[0006] Oxygen can also enter the tank with the fuel. For example, oxygendissolves in the fuel when the fuel is stored in vented storage tanks atan airport prior to filling the aircraft fuel tank. That is, due tovapor-liquid equilibrium, some of the oxygen present in the atmosphereabove the fuel diffuses and dissolves into the liquid phase. In flight,the local ambient pressure drops due to the change of aircraft altitude.The vapor liquid equilibrium shifts to favor liberation of substantialamounts of the dissolved oxygen into the head space vapor as thepressure goes down.

[0007] Oxygen concentration of the fuel tank head space can be reducedby initially purging it from the tank and replenishing the volume voidedduring fuel consumption with an inert gas, e.g., nitrogen, carbondioxide, argon, and others. The procedure of displacing the vapor in thehead space with one of another concentration or composition is sometimesreferred to herein as “ullage washing” or “head space inerting”. Also,the liquid fuel can be purged to very low concentrations of oxygen priorto filling the tank. The latter process typically involves contactingthe liquid fuel with large quantities of inert gas. The dissolved oxygenredistributes between the liquid and the low oxygen content scrubbinggas which is swept away leaving less oxygen in the fuel. The procedureof removing dissolved oxygen from liquid fuel is sometimes referred toherein as “fuel scrubbing” or “fuel deoxygenation”.

[0008] Conventional cryogenic methods of producing sufficient quantitiesof oxygen-free or nearly free inert gas for fuel deoxygenation and/orhead space washing operate at extreme temperatures and pressures. Theyusually utilize large, heavy, complex and often noisy machinery thatrequires high power to operate. Cryogenic inert gas productionfacilities are also usually expensive. These factors normally promotelocation of such facilities remotely from commercial aircraft fuel tankdispensing sites and airport passenger terminal buildings. Cryogenicinert gas production typically results in a highly pressurized inertmaterial in liquid form, for example, liquid nitrogen, which is storedat well below ambient temperature. Body contact with liquid nitrogen cancause serious personal injury.

[0009] It would therefore be desirable to provide a method by whichinert gas, preferably nitrogen, can be conveniently and efficientlysupplied to aircraft fuel tank dispensing sites for head space washingand/or fuel deoxygenation operations in a manner that eliminatesproblems associated with cryogenic inert gas, especially cryogenicnitrogen.

[0010] Head space inerting can involve exhausting the gas in equilibriumwith the liquid fuel inventory from aircraft fuel tank. Such gasincludes volatile organic components of fuel vapor which pollutes theambient atmosphere and thereby creates risk of damage to health ofpersonnel in the area and to the environment. Hence, it is desirable toprovide an aircraft fuel tank inerting system that producessignificantly less air pollution than conventional practices.

SUMMARY OF THE INVENTION

[0011] This invention provides a system comprising a variety of elementswhich as a unit provide the ability to produce and maintain lowconcentrations of oxygen in aircraft fuel tank head space and liquidfuel conveniently, environmentally safely and relatively economically.The reduced oxygen concentrations are effective to significantly reducethe explosion potential of the head space during aircraft operation. Thesystem is based on the ground and features an inert gas distributionsubsystem adapted to dispense head space inerting gas to each aircraftboarding/loading location at an airport.

BRIEF DESCRIPTION OF THE DRAWINGS

[0012]FIG. 1 is a flow diagram of a preferred ground based aircraft fuelinerting system according to this invention.

[0013]FIG. 2. is a flow diagram of portion of the system of FIG. 1within border 2.

[0014]FIG. 3 is a flow diagram of an embodiment of an aircraft fuelscrubbing system according to the present invention.

DETAILED DESCRIPTION

[0015] One aspect of this invention is to provide a system to bedeployed at and/or in close proximity to an airport. The system isoperative to reduce or eliminate the risk of explosion hazard within thefuel tank of all types of airplanes, including commercial aircraft. Itis impractical to completely eliminate all potential sources of ignitionnear aircraft fuel as it is handled at an airport. Hence, a preferredoption to eliminate an uncontrolled detonation is to remove enough ofthe oxygen in and near the liquid fuel to render the fuel tank contentsnot explosively combustible. This invention therefore deals with theremoval of a portion of the oxygen from the gas head space above theliquid fuel in the airliner fuel tanks as well as the reduction of thedissolved oxygen content of the liquid fuel itself. These features ofthe invention can result in the exhaust to atmosphere of some inert gasbearing entrained volatile organic components (“VOC”). Accordingly, inanother aspect of this invention, the novel system providesenvironmental control elements adapted to limit potentialenvironmentally hazardous emissions during treatment of the fuel.Another aspect of this invention is that certain redunancy is built in.That is a back up supply of inerting gas is provided. This featureadvantageously enhances the reliability of the system.

[0016] The present invention can be better understood with reference toFIG. 1. The system is intended to service the fuel tanks of aircraft 4while on the ground, and preferably while the aircraft are positionednear the passenger boarding or cargo loading terminal buildings whichare represented by an elongated concourse 5. Other concoursearrangements may be used at different airports, largely depending uponthe size and nature of the airport (e.g., passenger/cargo/combinationand public or private air transportation). The arrangement of theconcourse shown in FIG. 1 is not limiting to the applicability of thisinvention.

[0017] A tank farm of one or more (three shown) aircraft fuel bulkstorage tanks 6 is usually located some distance from theboarding/loading concourse. Appropriate valves (not shown) are providedto permit using any one of the bulk storage tanks 6 alone or incombination with other such tanks. The bulk storage tanks deliver fuelfor loading into the aircraft onboard fuel tanks from the tank farmthrough a supply transfer line 7 which extends along the concourse andhas a number of delivery ports 9. The term “transfer line”, sometimesabbreviated to “line” means a fluid conduit of appropriate material ofconstruction adapted to move a liquid or a gas between two locations.The ports are located conveniently near the aircraft boarding/loadingareas of the concourse. Each port is equipped with conventional blockvalve and hose and hose connection (not shown) which are used to connectthe fuel supply transfer line to the onboard fuel tank of an aircraft tobe filled with fuel.

[0018] In one embodiment the fuel delivered to the aircraft isdeoxygenated to a safe, non-explosive oxygen concentration while in bulkstorage tanks 6. Fresh aircraft fuel, typically jet fuel type “A1” issupplied to the bulk storage tanks via inlet transfer line 8. This fuelusually contains dissolved oxygen absorbed from the air during normalcourse of manufacture and transfer to the tank farm. The dissolvedoxygen content of the fresh fuel can be about 50 parts per million byweight (“ppm”) or more. If liberated from the liquid fuel duringdepressurization as an aircraft ascends during flight, this amount ofdissolved oxygen could raise the concentration of oxygen in the aircraftfuel tank head space. Thus one aspect of this invention is adapted toremove enough dissolved oxygen from the fuel such that liberation of anyremaining dissolved oxygen during flight is unable to elevate the oxygenconcentration in the fuel tank head space above an unsafe level. Thus itis desired to provide a dissolved oxygen content of the fuel such thatthe head space oxygen concentration is below a preselected limit. It ispreferred to reduce the dissolved oxygen concentration of the fuel inbulk storage preferably to less than about 5 ppm and more preferably toless than about a 3 ppm prior to loading the fuel on board aircraft.

[0019] Fuel deoxygenation is accomplished by a process that takes placeutilizing equipment within the border section 2 of FIG. 1 that is shownin FIG. 2 and described in greater detail below. This process consumes avery low oxygen concentration inert gas stream 10, such as nitrogen.Preferably, the gas is high purity nitrogen having oxygen concentrationof less than about 0.5 vol. %, and more preferably, at most about 0.1vol. % oxygen. Such high purity nitrogen can be produced from ambientair utilizing an on-site, high purity nitrogen enriched air generatorsuch as an APSA™ Advanced Product Supply Approach system (A in FIG. 1).

[0020] The APSA system produces nitrogen enriched air from ambient airbasically as follows. Water, carbon dioxide and other airborneimpurities, such as dust, particulate matter and aerosols of waterand/or oil, are removed from the compressed air which is then cooled ina heat exchanger and fed into a column. Cryogenic distillation iscarried out in the column which contains a column packing to promoteseparation of nitrogen from the air in accordance with conventionaldistillation principles. During the cryogenic distillation, nitrogen isseparated from the nitrogen/oxygen mixture of the feed air. The columnis normally oriented vertically allowing for liquid nitrogen to cascadedownward while nitrogen/oxygen gas mixture flows upward. In simpleterms, the oxygen condenses in contact with falling liquid nitrogenwhile nitrogen gas continues to rise through the column. Nitrogenproduct and waste gases are made to flow through the heat exchanger andcools the incoming fresh air to be separated. The nitrogen product flowsthrough conventional flow control and measurement instruments, includingoxygen analysis and leaves as a compressed gas stream. Multiple columnscan be deployed within the APSA system to optimize flow and extent ofseparation (i.e., nitrogen purity). The specific arrangement, size anddetails of each element in the APSA system are selected to meet therequirements of a particular nitrogen enriched air production operation.

[0021] The APSA system is initially charged by a supply of ultra highpurity liquid nitrogen, preferably greater than 99.99 vol. % nitrogenobtained from a liquid nitrogen storage vessel 14. This ultra highpurity nitrogen can be fed to the APSA system (via line not shown) tostart the system from a shut down condition. The storage vessel alsosupplies liquid nitrogen 15 that is vaporized in heat exchanger 16 toform ultra high purity nitrogen gas 17 that can back up the APSA systemwhen it is out of service, for example, for maintenance. The ultra highpurity nitrogen product gas from the APSA serves as a source ofdeoxygenating nitrogen for the bulk storage tanks 6 by feeding viatransfer line 10 from the APSA system or line 10 and 17 from the liquidstorage tank.

[0022] As a result of deoxygenating the stored fuel, the bulk storagetanks 6 discharge an off gas stream 12 which contains mostly excessinert gas, the oxygen removed from the fuel and some fuel vapor. The offgas 12 is stripped of substantially all fuel vapor to recover theentrained fuel. This not only allows economical use of the fuel vaporbut prevents contamination of ambient air by VOC of the fuel when any ofthe gas from the stripping operation is vented to atmosphere. The offgas stream is stripped in a condensation unit operation S such as aSolval™ VOC Removal and Recovery system. The condensation unit is cooledby liquid nitrogen refrigerant 20 supplied by the liquid nitrogenstorage vessel 14.

[0023] The Solval system S strips fuel vapor from noncondensible gas asfollows. The fuel vapor bearing off gas is blown through the shell sideof a shell and tube heat exchanger while liquid nitrogen flows throughthe high heat transfer efficient finned tubes. The liquid nitrogen isvaporized to cool the off gas to below about −17.8° C. (0° F.), andpreferably, below about −45.6° C. (−50° F.), thereby condensing andseparating the fuel as liquid from the slightly oxygen contaminatednitrogen off gas. The Solval system internally can include a preliminarystage condenser refrigerated with a pumped loop of a cool heat exchangefluid such as methanol. This preliminary stage condenser prevents higherfreezing point compounds from accumulating on the nitrogen refrigeratedheat exchangers. Multiple trains of condensers and/or heat exchangerscan be deployed to assure that a fully defrosted path through the Solvalsystem is available at all times. Recovered condensed fuel vapor isreturned to the fuel storage tanks 6 as a liquid via line 13 by aconventional pump and valving subsystem (not shown). The ultra highpurity nitrogen vapor 19 from the liquid nitrogen generated in system Sis returned to the fuel storage tanks through control valve 11 viatransfer line 10. Thus, the ultra pure nitrogen from system Ssupplements the high purity nitrogen produced by unit A. Preferablysystem S is located in close proximity to the tank farm.

[0024] The Solval system produces a “clean” nitrogen stream 21 ofsubstantially fuel-free nitrogen containing at most about 0.5 vol. %oxygen. This stream 21 can be vented through valve 26 to the atmosphere.Optionally, the low oxygen content nitrogen stream 21 can be compressedby compressor 22 and then transferred through line 24 to the concoursefor use in aircraft fuel tank head space inerting as will besubsequently explained. Factors which might affect the decision whetherto salvage rather than vent this stream include the distance between theSolval system and the fuel tank head space inerting system, theavailability of an existing spare transfer line 24 or the need toprovide a new line, and the size and cost of operating compressor 22. Asan additional option, compressed fuel-free, low oxygen content nitrogenfrom the discharge of compressor 22 can also be fed into line 19 using atransfer line and valve subsystem (not shown) so that the clean nitrogenreturns to the storage tank deoxygenation system. As mentioned, theclean nitrogen return contains some oxygen. However, purity of nitrogenfor successful operation of the storage tank fuel deoxygenation systemcan be maintained by controlling the proportion of clean nitrogen toultra purity nitrogen from unit A. The ratio of cleaned nitrogen toultra high purity nitrogen as well as all important process variables ofthe entire aircraft fuel tank inerting system can be controlled with aconventional digital control system T.

[0025] The bulk storage fuel deoxygenation system can understood withreference to FIG. 2. Like elements of the figures are referenced withthe same numbers. Fresh liquid aircraft fuel enters tank 6 throughsupply line 8. The liquid fuel settles within the tank to a leveldefining a liquid-vapor interface shown as dashed line 30. Deoxygenatedliquid fuel 32 is pumped by pump 33 through transfer line 7 to theaircraft at the concourse. Deoxygenation is accomplished according tothis invention by circulating a flow of liquid fuel 32 throughcirculation pump 35 via line 37 to eductor E and back to tank 6 via line39. Lines 8 and 39 can discharge into tank 6 either above or below theliquid surface 30.

[0026] Within eductor E the recirculating fuel from line 37 is forcedthrough a venturi nozzle at high flow rate. Ultra high purity nitrogenfrom unit A is fed into eductor E via line 10 so that this nitrogenintimately mixes with the circulating fuel in turbulent flow conditions.In this way oxygen dissolved in the fuel equilibrates with the nitrogenand thereby largely leaves the liquid fuel and enters a gaseous nitrogenphase. By positioning the eductor above the storage tank, it is possibleto have the deoxygenated fuel drain back into tank 6. In an alternatearrangement, the eductor can be postioned alongside tank 6 in which casea pump can be used to return oxygen depleted fuel to the tank.

[0027] The rate of ultra high purity nitrogen flowing into eductor E iscontinuously adjusted by control valve 40. The valve is automaticallymanipulated by a closed loop control system represented by element 42.The control system includes a dissolved oxygen concentration analyzerwith a transducer element positioned to sample the deoxygenated fueldraining from eductor E in line 39. The control system parameters arepreferably defined and programmed by the automatic digital controlsystem T. The control system is set to admit an effective flow of ultrahigh purity nitrogen gas as needed to reduce the dissolved oxygenconcentration in the fuel below a predetermined set point. The flow ofrecirculating fuel through line 37 optionally can also be throttled by avalve and control loop (not show) operated by the digital control systemto help produce the desired degree of deoxygenation. In general, theratio of nitrogen to circulating fuel is increased to decrease theconcentration of oxygen in the deoxygenated fuel.

[0028] Nitrogen bearing the stripped oxygen from the fuel flows from thetop of the eductor via line 41. The dilution effect of the nitrogen fromunit A is such that the oxygen concentration in the eductor overhead gasstream is very low, and preferably below about 0.5 vol. %. This lowoxygen concentration stream is added to a make up flow 44 of ultra highpurity nitrogen. The oxygen is thereby further diluted to still lowerconcentration before entering the head space of tank 6 via line 45. Thepurpose of the make up flow is to maintain a slightly positive pressure,low oxygen content, inert gas atmosphere in contact with the liquid fuelin the tank so that oxygen from the ambient atmosphere cannot infiltrateand re-dissolve into the liquid fuel. Excess gas is vented from the tankvia line 12 and directed to the system S (FIG. 1.). The pressure in thetank is maintained at a small amount above atmospheric pressure by aback pressure device, e.g., a valve or regulator 36 in line 12 (FIG. 2)and/or an adjustable flow rate controlling fan 18 (FIG. 1).

[0029] The amount of make up nitrogen is adjusted by control valve 46which is throttled under direction of a closed loop automatic vaporcontrol system V. This control loop utilizes a pressure sensor and anoxygen vapor concentration analyzer (collectively shown as element 47).The control system monitors the tank head space pressure which can riseand fall due to rising or lowering liquid fuel inventory as well aschanging rate of make up flow. The control system also checks that theoxygen concentration in the head space. The vapor control system usingcontrol ling 48 thus causes valve 46 to admit more or less ultra highpurity nitrogen as necessary to maintain tank head space pressure abovea minimum set point and to keep the oxygen concentration of the vaporbelow a maximum, preferably at most about 2 vol. %. The vapor controlsystem can optionally supervise the activity of the back pressure devicein line 12 via control link 49.

[0030] A preferred embodiment of the fuel scrubbing system is shown inFIG. 3. This diagram shows three bulk fuel storage tanks 6 that commonlyfeed scrubbed fuel to aircraft fuel tanks (not shown) via a commontransfer line 63. Raw fuel 62 potentially having high oxygen contententers the system in eductor E. There it is contacted in turbulent flowwith gaseous nitrogen 69 as previously explained to transfer oxygen fromthe fuel to the nitrogen. The mixture 66 of deoxygenated fuel andoxygen-entrained nitrogen gas drops to a conventional gas/liquidseparator 68 where the gaseous components depart usually upward to gasmanifold 64 while scrubbed liquid fuel continues downward to feed thebulk storage tanks. The oxygen-containing nitrogen that also entrainsfuel vapor can transport to fuel recovery unit S. Also as previouslyexplained, this unit contacts the fuel/nitrogen/oxygen gas stream withcold liquid nitrogen 61. This discharges an oxygenated nitrogen gasstream 70 for disposal and returns a deoxygenated, condensed fuelproduct 67. The condensed fuel 67 joins the eductor scrubbed fuel anddrains into the bulk storage tanks 6. Each tank is kept blanketed withslightly positive pressure nitrogen gas 69 to assure that oxygen inambient air does not enter the tanks as the tanks feed fuel. Theatmosphere in the tanks is controlled by control systems V. As above,these sense pressure and oxygen concentration in the tank and throttlevalves in the nitrogen supply lines 69 and vent lines 65 to maintaindesired set points. Arrows in vent lines 65 are shown to point inopposite directions. This is meant to convey that gas in these lines canflow in either direction depending on the dynamics obtaining at a givenpoint in time. For example, if a particular tank 6 is feeding scrubbedfuel forward, its liquid level will drop and it can accept somefuel/nitrogen gas from separator 68 to replace the volume of liquid fueldischarged. Of course, the vapor control system V will prevent too muchoxygen of the fuel/nitrogen gas stream in header 64 from entering thetank 6. Additional make up nitrogen is provided through the appropriatenitrogen line 69. By way of another example, when fuel fills aparticular tank 6, the liquid level will rise and displace gas from thetank head space. This gas containing fuel vapor and nitrogen can flowinto the fuel nitrogen gas stream header 64. From there it will betreated in recovery unit S. The fuel vapor will ultimately be returnedto tanks 6. This embodiment permits a single eductor to scrub fuel for afarm of tanks. Advantageously, the tanks can be in different statessimultaneously, i.e., feeding (liquid level descending), filling (liquidlevel rising) and storing (liquid level stationary). Therefore, thissystem provides a constant ready supply of scrubbed fuel.

[0031] With further reference to FIG. 1., use of the novel system torender aircraft fuel tanks inert will be explained next. Deoxygenatedfuel from bulk storage tanks 6 is delivered to the aircraftboarding/loading concourse 5 via transfer line 7 as mentioned. Thedeoxygenated fuel is distributed at the concourse to individual aircraftthrough ports 9 proximate to each gate where aircraft can be boardedand/or loaded. The fuel can be charged into the on-board fuel tanksusing conventional valves and flexible hoses in the customary manner.

[0032] The head space of the on-board aircraft fuel tanks should be“inerted” preferably prior to and during charging of the deoxygenatedfuel. By “inerting” is meant that the gas in the vapor space above thefuel in the tank, which is sometimes referred to as “ullage”, should bereplaced by low oxygen concentration inert gas. The gas can be argon,carbon dioxide, nitrogen or another such gas. Nitrogen is preferred. Theoxygen concentration of the head space should be reduced to less thanabout 12 vol. %, preferably at most about 10 vol. % and more preferablyat most about 8 vol. %. The reduction can be accomplished by purging thehead space with the low oxygen-content inert gas. A preferred source ofinert gas according to the present invention is highly nitrogen enrichedair having a nitrogen concentration of at least about 95 vol. %, morepreferably at least about 97 vol. % and most preferably at least about98 vol. %.

[0033] Highly nitrogen enriched air for head space inerting can beproduced from ambient air having about 79 vol. % nitrogen and about 21vol. % oxygen with a selectively permeable gas separation membranesystem. These systems are well known in the art. Initially the ambientair is filtered to remove dust and cleaned of water in aerosol form.Very basically, the nitrogen enriching membrane separation systemfunctions by contacting ambient air with one side of the membrane.Usually, oxygen permeates the membrane at higher rate than nitrogenproducing a composition of high oxygen concentration on the opposite,so-called “permeate” side of the membrane. This leaves a nitrogen-richgas composition on the first, occasionally called “retentate” side ofthe membrane. A typical selectively gas permeable membrane system forproducing highly nitrogen enriched air from ambient air is commerciallyavailable under the tradename “Floxal”.

[0034] As seen in FIG. 1, ambient air 3 is taken in to a highly nitrogenenriched air supply facility F. This supply facility produces an oxygenenriched air stream (not shown) which can be safely vented to theambient atmosphere. The highly nitrogen enriched air 23 is conveyed by adistribution header line 25 along the aircraft boarding/loadingconcourse 5 where it can be distributed in proximity to various aircraftthrough a plurality of nozzles 27. Each distribution nozzle can beconnected to the on-board aircraft fuel tanks by valves and flexiblehoses (not shown). For example, the highly nitrogen enriched air can beconnected to a head space port for this purpose or the fuel filling hosenozzle can be adapted to accommodate a connection to the supply ofhighly nitrogen enriched air. The highly nitrogen enriched air can becharged into the head space of the tank or injected below the liquidfuel level and thereby made to bubble through the on-board fuel. Ineither case, a sufficient amount of highly nitrogen enriched air isblown into the on-board fuel tank to displace the existing head spaceatmosphere with low oxygen content inert gas. Because the highlynitrogen enriched air supply unit F is safe and clean to operate, it canbe located in close proximity to the concourse, although location of theunit is not critical to operation of this invention.

[0035] Although the present invention has been described largely interms of an airport having a single concourse having a single nitrogenenriched air source system F, and a single tank farm having a single VOCremoval and recovery system S, it is contemplated that multipleconcourses, tank farms, and systems S, F, A and T may be present. Thenumber of each system will depend upon the size and type of use of aparticular airport. Optionally, the system F at each concourse can bebacked up with its own liquid nitrogen storage tank 55 and vaporizer 56(FIG. 1) to produce nitrogen gas to supply the aircraft fuel tankinerting system through line 25 even when the nitrogen enriched airsupply system F is out of service, (e.g., for maintenance). As anadditional option, all of the nitrogen enriched air supply systems ofeach concourse can be manifolded together to form a nitrogen gas supplygrid thereby allowing gas to be consumed at any point within the gridsystem without being dependent on any particular nitrogen enriched airsupply system F. This additional option provides greater redundancy andfurther improved reliability.

[0036] It is thus apparent that the gas displaced from the head space ofthe on-board aircraft fuel tanks will likely entrain fuel vapor. If nototherwise contained, the displaced gas will emit undesirable VOC to theambient atmosphere. Accordingly, the present invention optionallyprovides for the collection of VOC containing gas displaced from theon-board fuel tanks during the head space inerting step. To this endeach aircraft boarding/loading position along the concourse additionallyincludes a nozzle adapted to receive the gas displaced from the on-boardtank during fuel loading. The nozzle can be connected to the tank at aseparate tank vent port, to a dedicated adapter fitted to the inertinggas supply line, or to a fitting on the fuel filling nozzle. Thealternative of connecting the VOC collection line to the inert gassupply fitting provides the advantage that only a single new connectionneeds to be made to the fuel tank to feed the inert gas and to removethe displaced fuel vapors. The last alternative advantageously obviatesthe need to make any modifications to existing aircraft fuel tanks toaccommodate inerting and VOC collection. The choice of method ofconnecting the inerting supply and the VOC collection lines will largelydepend upon the nature of the aircraft and the configuration of its onboard fuel tanks.

[0037] The various displaced fuel vapor receiving nozzles at eachaircraft servicing station on the concourse are joined in fluidcommunication to a common collection header 29. The collection headercontaining fuel vapor is run back to the system S in which the fuelcomponent is removed from noncondensible gas for recovery and reuse andthe low VOC gas can be safely vented to atmosphere or utilized todeoxygenate or blanket the bulk storage tanks. An optional compressor(not shown) can be provided to blow the collected VOC containinginerting gas back to unit S.

[0038] Because the fuel stripping unit can be located at a greatdistance from the concourse, returning the VOC-bearing spent inertinggas can be impractical. Accordingly, an optional additional fuelstripping system unit S2 can be installed closer by, (but at a safedistance from) the concourse. This additional fuel stripping system unitwill operate similarly to the main system S and will have the sameinternal functional elements, although they normally will be of smallerscale. The VOC-bearing spent inerting gas from collection header can bedrawn into unit S2 via line 50. The cleaned nitrogen enriched air can bevented to atmosphere and the condensed liquid solvent can be collectedthrough line 53 to a small tank 54. Accummulations of condensed fuel canbe transferred into drums or transported by other conventional methodsto the main fuel tanks 6 for reuse. This S2 system unit can be poweredby liquid nitrogen stored in the optional liquid nitrogen storage tank55, described above.

[0039] The highly nitrogen enriched air supply system might be shut downtemporarily for maintenance or other reason. Usually, sufficientovercapacity or redundancy can be built into the membrane system thatthere will be an adequate supply of highly nitrogen enriched air at alltimes necessary for fuel tank inerting. As a contingency, vaporizedliquid nitrogen from the discharge of heat exchanger 16 can be suppliedto distribution header 25 via transfer line 28.

[0040] As mentioned, the process of airliner tank inerting at theairport concourses, fuel deoxygenation at the fuel tank farm and theclean-up of the vent gas at the tank farm by the fuel recovery system Scan all be monitored by a computer based control system T such as theproprietary Teleflo™ remote telemonitoring system. Such an industrialbased computer system allows users to view real time variables, storeddata and alarms, and to receive alarms when a part of the overallprocess experiences trouble. Communication is achieved over the standardtelephone lines or satellite link-up. An “APSA” ultra high puritynitrogen generation system, A, a “Solval” VOC abatement facility, S, a“TeleFLO”, supervisory digital control system, T, a Vestal™ vaporconcentration management system “V”, an eductor fuel scrubbing system E,and a “Floxal” highly enriched nitrogen air supply system, F, are eachavailable from Air Liquide America, Houston, Tex.

1. A system for reducing accidental explosion hazard of an aircraft fueltank having a head space, comprising (a) fuel scrubbing means forremoving oxygen dissolved in a liquid aircraft fuel, in which the fuelscrubbing means is adapted to remove an amount of the oxygen from thefuel effective to produce a low concentration of dissolved oxygen of thefuel, about 5 parts per million by weight at which oxygen liberated fromthe fuel during flight produces an oxygen concentration of vapor in thehead space not exceeding a preselected limit, (b) head space inertingmeans for purging the head space with a substantially oxygen-free gas toprovide an oxygen concentration of vapor in the head space of less thanthe preselected limit, and (c) volatile organic compound removing meansfor separating substantially all volatile organic compound componentspresent in a vapor produced by the fuel scrubbing means and the headspace inerting means prior to emitting the vapor to ambient atmosphere,in which all of the fuel scrubbing means, head space inerting means andvolatile organic compound removing means are positioned on ground at anairport.
 2. The system of claim 1 in which the fuel scrubbing means andthe head space inerting means are adapted to reduce the oxygenconcentration of the vapor to at most about 12 vol. %.
 3. The system ofclaim 1 in which the fuel scrubbing means is adapted to produce aconcentration of dissolved oxygen of at most about 3 parts per millionby weight.